Reversing switch for train-control systems



June 11, 1929. 5, BUSHNELL 1.717.333

LEVERSING SWITCH FOR TRAIN CONTROL SYSTEMS Filed Nov. 26, 1926 2 Sheets-Sheet l (9 mowwentm J 11, 1929- c. s. BUSHNELL REVERSING SWITCH FOR TOAIN CONTROL SYSTEIIS Filed Nov. 26. 1926 2 Sheets-Sheet Patented June 11, 1929.

UNITED STATES CHARLES S. BUSHNELL, OF ROCHESTER, NEW YORK, ASSIGNOR T0 GENERAL WAY SIGNAL COMPANY, OF ROCHESTER, NEW YORK. i

RAIL- REVERSING SWITCH FOR TRAIN-CONTROL SYSTEMS.

Application filed November 26, 1926. .Serial No. 150,900.

This invention relates in general to automatic train control systems for railways, and has more particular reference to a car axle driven reversing switch for use in such systems.

lVhether the control system in question be intermittent or continuous, inductive or conductive, or the like, it is generally considered desirable to have a train subject to the automatic control when going in the direction of traffic, whether the engine or the tender be first, and to have it free from the automatic control, when going against the direction of traffic, whether the engine or the ten der be first.

lVhile applicable to various types of automatic train control, there will here be con- .sidered, merely by way of example, what is necessary to automatically produce the above desirable conditions, inconnection with an automatic intermittent inductive train control system in which a receiver is mounted on each side of a vehicle, and inductors are mounted along the trackway, on the right side only.

On considering forward and backward operation in the direction of traffic, it will be observed that in'changing from forward to backward operation the direction of rotation of the vehicle axles will be reversed, and at the same time the sides of the vehicle, relative to the trackway also will be reversed. Hence, an instrumentality which will respond to a change in direction of rotation of the vehicle axles, to thereby cutone receiver out of the control circuit and the one on the opposite side in, will function to maintain the train under automatic control under the two conditions under consideration.

On considering movement in a direction against the direction of traffic, either backing or going forward, this same instrumentality will in each case relieve the train from automatic controllVith the above and other considerations in mind, it is proposed, according to this in vention, to provide a car axle driven reversing switch which will function to reverse a set of contacts upon reversal of rotation of the car axle.

Further objects, purposes, and characteristic features oftheinvention will appear as the'description progresses, reference being had to the accompanying drawing, showing,

solely by way of illustration, one embodiment of the'inventive concept. In the drawing Fig. 1 is a side elevation of a device in accordance with this invent-ion, attached to a railway vehicle, parts being broken away to show the structure;

Fig. 2 is asectional view on line 2-2 of Fig. 3, viewed in the direction of the arrows: 3 is a sectional view on line 33 of Fig. 2, viewed in the direction of the arrows, with parts broken away to show the structure; and a Fig. 4 is a sectionalview on line 44c of Fig. 2, viewed in the direction of the arrows.

Referring to the drawings, a railway vehicle l, has a portion of one of its wheel axles 2, inclosed by a two part casing 3, suitably supported by means L, from the vehiolebody or truck frame. The axle 2 is free to turn within the casing, which is held stationary by its supportmean-s 4:. r Within the casingis asuitable transmission, such for example as shown in the application to W. K. Howe 709,469, for causing the wheel axle to drive a shaft 5 in either of two directions, depending upon the direction of rotation of the axle. The shaft 5 in-;' cludes universal joints 6 and a telescopic oint 7 for permitting ready'adjustment of the various parts to proper position.

The shaft 5, driven by the wheel axle, passes through a reversing switch casing 8 suitably supported, as at 9, from the vehicle;

frame. 7

The casing 8 has a hinged cover 8, at its lower end, which can be held in closed position by a spring hasp 10, and locked closed by passing a padlock through a staple 11, all as clearly shown in Fig. 3.

The shaft 5 is journalled in the casing 8, and is connected, through a friction clutch, to drive a clutch casing 12 having a toothed drive sector 13 integraltherewith. As shown best in Fig. 2, the clutch casing 12 contains a plurality of spaced discs 14each interposed between two discs 14 made of suitablefriction materiahand between each set of these discs 14 and 14 is a disc 15, notched at the edge, as at 16, to receive a rod 17 fixedin the clutch casing.v The shaft 5 has a flat sided portion 18' passing through circular apertures 19 in the discs 15and through like apertures in the friction discs 14$,and through flat side apertures 20 in the discs 14: whereby a ainst a coil sarin 22 aressin the discs.

against each other and against the opposite end of the casing 12, the nut 20 being held in ad usted position by a set screw 3.

Thus, theabove mentioned drive sector 13, is

frictionallly driven by shaft 5, and the'extent of travel of this sector 13 is limited in either direction by shoulders 23 on the sector abutting fixed strips 23 as shown in Fig. 3. i

Meshing with the drive sector 13, is a sector 24, "pinned to a shaft 25 pivoted, in the lower part of the casing 8, between spaced depending brackets 26, supported from integral lugs 27 on casing 8, by means of angle connectors 28.

Carried by the shaft 25, but insulated there from, are contact sectors 29, rockable with their shaft, to connect a central contact finger 30 having a stop 30 with either one of two contacts 31 and 32 having stops 31 and 32 respectively, to thereby, for example, connect train control mechanism to either one of two means positioned at opposite sides of a railway vehicle. In the particular form shown in the drawings, there have been shown three'sets of three contacts, each to be used as desired under varying circumstances, depending on the circuits to be controlled in any particular case, but this member can of course be varied according to conditions.

' The contacts 30, 31, and 32 are carried respectively by terminal posts 33, 34: and 35 mounted on a terminal board 36 connected to bridge two edges of the brackets 26.

' Additional terminal posts 37 and 38 have been shown, which can be used for various purposes, as circumstances arise, or for initial connection of outside wires, led in through wire conduits 39 in-casing 8.

To shield the rotatable casing 12 from various stationary parts within the casing 8, such as lead in wires and the like, a semicircular shield 40 is fastened above the clutch casing.

\Vith the above described structure, rotation of the car wheel axle 2 will be transmitted through shaft 5 and discs l l to the friction discs 14 which latter will frictionally rotate the discs 15,and, through the pin 17, the clutch casing and drive sector 13, until motion of the clutch casing is stopped byone or the other of the stops 23 where after the discs 14c will slip on discs 14 and 15. The drive sector13 will rock the shaft 25, and with it the contact segments 29, to break connection between contact fingers 30 and 31 for-example,and establish connection between contact fingers 30 and 32, to thus cut one receiver out of circuit with the train control mechanism, and cut the opposite receiver in; in the case of an intermittent system.

The contact sectors 29, it should be noted, are arranged to close a new circuit before breaking an old one, so that at all times the control mechanism is operatively connected to a receiver, when running conditionsare suchthat there should be automatic train control in force.

The sector 24 has been provided with an extending boss 42 which has a drilled hole i3 therein. When the operator is adjusting or setting up the tension between the various plates in the friction clutch as described hereinbefore, he can, by inserting a handle 41, screw driver or the like (shown by dot and dash lines in Fig. 3) in the hole 43, operate the sector, which in turn will operate the clutch, and thereby ascertain when the correct adjustment and tension has been obtained. This also permits ready manual operation of the switch should occasion neces sitate.

While the switch has been shown and described as operated through-meshing toothed sectors 18 and 24:, it is contemplated, for example, to operate the switch by means of snap action device including resilient contact lingers pressed into engagement to close circuits by means of spring biased toggle levers or the like.

The above rather specific description of one form of the invention, is given solely for the sake of illustration, and is not intended in any manner whatsoever, in a limiting sense. Obviously, the invention can be embodied in many diii'erent physical forms, and is sus ceptible of numerous modifications, and all such forms and modifications are intended to be included by this invention, as come within the scope of the appended claims.

Having described my invention, I new claim i 1. In switchmechanism for train control systems, a shaft, means operatively connecting the shaft to a vehicle axle, an electric switch, means, inclul'ling a frictionclutch, connecting the shaft to the switch for operating the switch to each of two extreme positions, means for adjusting the power transmission ability of the clutch, and manual means for operating the "clutch and switch.

2. In switch mechanism for train'control systems, a shaft, an electric switch, means, including a friction clutch, connecting the shaft to the switch for operating the switch to each of two extreme positions, means for adjusting the tension of said clutch, and manual means for testing the clutch tension.

3- In switch mechanism for train control systems, a casing, a car axle driven shaft in the casing, a friction clutch driven by the shaft, an electric switch, means operatively connecting the switch to the said clutch,

means for adjusting the tension of the clutch and a hand means operable to operate said switch, and ascertain the tension of said clutch.

4- In switch mechanism for train control systems, a casing,a car axle driven shaft in the casing, a friction clutch driven by the shaft, abutments in the casing for limiting movement of the clutch in opposite directions, an electric switch including a plurality of spaced contact fingers, a contact sector for bridging the fingers in pairs, the sector being arranged to always bridge at least one pair of contact fingers, and means operatively connecting the clutch to the switch.

5. In reversing switch mechanism for automatic train control systems, an electric switch, a shaft, a connection from the shaft to a car axle, contacting plates forming a friction clutch connecting the shaft to the switch, and means for adjusting the contact pressures between the contacting plates.

6. In reversing switch mechanism for aut0- matic train control systems, an electric switch, a shaft, a connection from the shaft to acar axle, and a friction clutch connecting the shaft to the switch, the clutch including a plurality of spaced friction discs, secondary discs between the friction discs, means for frictionally driving the friction discs by the shaft, a drive sector, and means coupling said secondary discs to the drive sector.

7. In reversing switch mechanism for automatic train control systems, an electric switch, a shaft, a connection from the shaft to a car axle, and a friction clutch connecting the shaft to the switch, the clutch including a plurality of spaced friction discs, secondary discs between the friction discs, means for causing the friction discs to rotate with the shaft, a drive sector, means coupling the secondary discs to the drive sector, and ad justable tensioning means for varying the pressure between the two sets of discs.

8. In reversing switch mechanism for train control systems, an electric switch, comprising, three spaced contact points, a contact sector arranged to always bridge at least two of the points, a drive shaft, a universal. rod connecting said drive shaft to a car axle,and an adjustable friction clutch connecting the drive shaft to the electric switch.

9. In reversing switch mechanism for automatic train control systems, an electric switch, a shaft, a connection from the shaft to a car axle, and a friction clutch connecting the shaft to the switch, the clutch including a plurality of spaced friction discs, secondary discs between the friction discs, means causing the friction discs to rotate with the shaft, a drive sector, means coupling" the secondary discs to the drive sector, and fixed abutments limiting the movement of the drive sector in two opposite directions.

10. In reversing switch mechanism for automatic train control systems, an electric switch, a drive shaft, and a friction clutch operatively connecting said drive shaft to said switch, said clutch including, a drive disc rigidly coupled to rotate with said shaft, a friction disc against said drive disc and loose on said shaft, a coupling disc against said friction disc and loose on said shaft, and means coupling said coupling disc to said switch.

11. In reversing switch mechanism for automatic train control systems, an electric switch, a drive shaft, and a friction clutch operatively connecting said drive shaft to said switch, said clutch including, a drive disc rigidly coupled to rotate with said shaft, a friction disc against said drive disc and loose on said shaft, a coupling disc against said friction disc and loose on said shaft, a casing enclosing said discs, means coupling the cas-. ing to the coupling disc, and drive means between the casing and the switch.

12. In reversing switchmechanism for automatic train control systems, an electric switch, a drive shaft, and a friction clutch operatively connecting said drive shaft to said switch, said clutch including, a drive disc rigidly coupled to rotate with said shaft, a friction disc against said drive disc and loose on'said shaft, a coupling disc against said frictiondisc and loose onsaid shaft, a casing enclosing said discs, means coupling the casing to the coupling disc, and drive means between the casing and the switch, and adjusting means for varying the pressure between said discs.

13. In switch mechanism for train control systems, a reversing switch, a drive shaft, a friction clutch connecting said shaft to said switch, and a telescopic and universally jointed drive means operatively connecting said drive shaft to a car aXlc, whereby to automatically operate said switch.

14. In switch mechanism for train control systems, a reversing switch, a drive shaft, a friction clutch connecting said shaft to said switch, and two telescopic rods constrained to rotate together, a driven rod, means to drive said driven rod from a car axle, and universaljoints, connecting, one said drive shaft and one of said telescopic rods, and the other said driven rod and the other of said tele scopic rods. I

In testimony whereof I affix my signature.

CHARLES S. BUSHNELL. 

